WO2019086086A1 - Method for propulsion control by means of a propulsion control system and use thereof - Google Patents

Method for propulsion control by means of a propulsion control system and use thereof Download PDF

Info

Publication number
WO2019086086A1
WO2019086086A1 PCT/DK2018/050269 DK2018050269W WO2019086086A1 WO 2019086086 A1 WO2019086086 A1 WO 2019086086A1 DK 2018050269 W DK2018050269 W DK 2018050269W WO 2019086086 A1 WO2019086086 A1 WO 2019086086A1
Authority
WO
WIPO (PCT)
Prior art keywords
data
propulsion
values
rpm
combinator
Prior art date
Application number
PCT/DK2018/050269
Other languages
French (fr)
Inventor
Lars Olaf Kruse STOUSTRUP
Original Assignee
Frugal Technologies Aps
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Frugal Technologies Aps filed Critical Frugal Technologies Aps
Priority to EP18872496.7A priority Critical patent/EP3704017A4/en
Publication of WO2019086086A1 publication Critical patent/WO2019086086A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B17/00—Systems involving the use of models or simulators of said systems
    • G05B17/02—Systems involving the use of models or simulators of said systems electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
    • G05B13/048—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators using a predictor

Definitions

  • the invention relates to a method for propulsion control by means of an optimization solution in the form of an add on propulsion control system that is designed to cooperate with an already existing PCS/RCS solution that regulate the relationship between RPM, propeller pitch, and torque on the main shaft with the purpose of minimizing the fuel consumption during propulsion of larger ships.
  • the invention relates to a use of said method.
  • the propulsion control system when it comes to consumption is only optimal within rather small intervals for trim, draught, and speed, i.e. a limited set of conditions.
  • Combinator mode - wherein both RPM and pitch (the angle of the propeller blades) can be changed.
  • the propulsion of the vessel is regulated according to a so called combinator curve which gives matching values for RPM and pitch at different values of the propulsion power.
  • the curve only comprises values that are within limits that are defined for an actual combination of engine and propeller.
  • Such curves are typically built into or are supplied with the propulsion control system that the vessel is supplied with.
  • RPM, pitch and torque are controlled in combination according to such a table, it is called combinator mode.
  • This method is often used on smaller ships and on some larger vessels which have separate diesel generators, or which have the necessary power electronics to regulate the frequency of the power that the generator produces, in cases where a shaft generator is used.
  • Combinator mode is significantly more effective than both 1 .
  • the load curve describes how hard the engine can work a certain rotational speed. It is important so as to avoid overheating, stalling, and other problems.
  • the load curve fits, much like combinator curves, best at the design condition of the ship. If one goes outside it, it will again be advantageous to have a load curve that fits the actual condition.
  • the actual problem that some ships have is that combinator operation brings the engine too close or past the load curve of the engine, when the actual condition is different from the design condition.
  • PCS/RCS Propulsion Control System/Remote Control System: FKS: The PCS that is described in this document
  • Tilt Heeling of the vessel.
  • Trim The relationship between draught fore and after.
  • RPM Engine revolutions per minute.
  • Propulsion The means used for propelling the vessel.
  • PLC Programmable Logic Controller
  • UDI User Display Interface
  • Thrust handle Control means that is used for setting the desired propulsion power.
  • the propulsion control system that is used in connection with the method according to the invention uses the principles from MPC (Model Predictive Control) to streamline the cooperation between the components that are involved in the propulsion of a ship, especially main engine and drive propeller.
  • FKS comprises a number of sensors which provide data and measurement values as input for the calculations of the mathematical model of the vessel, and PLC equipment that translates analog sensor data to digital and vice versa, and FKS further comprises at least one standard PC that can run the software that is necessary for the system and which from the mathematical model of the propulsion components of the vessel by means of several algorithms, is capable of producing combinator curves, that at any given time are equivalent to the current condition of the ship (draught, trim, etc.), said combinator curves being transformed to tables that contain calculated
  • MPC Model Predictive Control
  • control tables that are produced based on these previously collected and processed data, contain coherent control parameters that are optimized in relation to for instance fuel consumption and possibly other parameters.
  • a CE that with longer intervals processes, validates, filters, compares and interpolates data, that are inserted in the database since the last calculation and in this way builds and maintains a dynamical, mathematical model of the ship's performance in the form of performance statistics that are also stored in the database. In this way it is achieved that the collected data that are continuously stored in the database always show a complete snapshot of the condition of the system, and at the same time a dynamical, current model of the vessel that is based on useful, validated historical data is maintained.
  • the sensors provide data about: engine RPM, propeller pitch, fuel consumption, torque of main shaft, engine load, speed through the water, etc., and said data, after transformation from analog to digital values, are stored in the database of the system together with a time stamp and other metadata such as: draught, trim, wind direction in relation to direction of movement, wind force, etc., whereby the mathematical model is as
  • Claim 1 relates to a method for controlling propeller pitch and engine RPM on larger vessels by means of an add on system in the form of at propulsion control system (FKS) that is put on top of the existing PCS/RCS system by means of equipment of the type described above.
  • This method comprises the following steps: collecting data in a data base of metadata, such as draught, trim, apparent wind and direction of wind to establish the condition of the ship,
  • ⁇ ⁇ - ⁇ wherein ⁇ is the rotational speed in hertz, and r bes t corresponds to a Pbest, which is to be used subsequently, where a tesselation of the x, y and P bes t values in H op t, are performed so that the result is a set S of planes that are used in said interpolation in the following way: a plane T is defined through (0, 0, Pd) with a normal vector (0, 0, 1 ), where Pd is the desired power, each surface s G S is tested for intersection with 7, and the surfaces that intersect will intersect in an number of lines / ⁇ L, wherein the surfaces S, that have a line in L, are candidates, and it is the surface s, that has the lowest C t (consumption of fuel), that must be used, as each surface s can be used for interpolation, as there in s is at least one point over and one under /, an if the smallest (as seen in relation to consumption) over and under,
  • Claim 2 relates to a method, wherein a filtering by means of dynamical hulls are performed to ensure that the measurement values are valid, wherein a convex hull is generated from a known set of measurement values (or table values) and it is proved that the new value is within the hull that define the limits for for instance engine load, said method comprising the following steps: a convex hull Z? 3 ⁇ H is generated from a known set of
  • reference data from the database are transformed to a convex hull H that reflects RPM, pitch and engine load, said hull corresponds to the classical load curve, and it is this hull that new values must lie within,
  • data (i.e. H op t) for the current condition are retrieved from the database and if there are no data for the current condition, data are retrieved for the closest condition or the primary reference data (that are always present from sea trial or table data),
  • Claim 3 relates to a further step of the method for improving operation by use of "fuzzy tuning", and at this step CE can add a random value ⁇ that is within a configurable interval to the RPM and pitch values that are written to PCSI. In this way it is possible to change the power slightly so that data, not previously seen, will be collected, and if the new values are better than some of the existing they will be integrated into the collection of Hopt histograms.
  • the method is characterized in that the calculations are moved from the ship so that they are performed by servers that are under the control of the provider of the system when there is an internet connection.
  • the calculation engine can be adapted continuously so that changes can take effect immediately, as al critical software is under the direct control of the provider.
  • the calculation engine can still be installed on the PC and be used, if there is no internet connection, but this will function as a lower quality solution.
  • control loop An example of a control loop according to this preferred embodiment is described in claim 6 and comprises the following steps:
  • E combinator curves for a variety of conditions are stored in the PLC
  • F the crew changes propulsion via interface
  • Claim 7 relates to a use of the invention, wherein it is described in steps, how FKS is activated and what happens when the system is used for a simple operation such as changing of the used propulsion power via the control panel.
  • Claim 8 describes a preferred embodiment, in which the use is characterized in that the calculations are moved from the ship so that they are performed by servers that are under the control of the provider of the system when there is an internet connection.
  • Fig. 1 schematically shows several add on/on top systems on top of an existing PCS system
  • Fig. 2 shows an add on control system for use with the invention
  • Fig. 3 schematically shows the data structure in the interface that prevents errors when writing to the CE module
  • Fig. 4 shows an example of a combinator table for use in a PCS system
  • Fig. 5 shows an example of a table of data that are typically uploaded from the sensors
  • Fig. 6 shows an example of a convex hull that is used when filtering recorded data
  • Fig. 7 shows an XYZ histogram that is used for filtering of and quality control of data
  • Fig. 8 shows an example of a tessellation of X (RPM), Y (pitch), Z (Power), that is used for determining points of the optimum combinator curve,
  • Fig. 9 shows an example of a technical use scenario
  • Fig. 10 shows an example of a use scenario, as seen from the viewpoint of the user
  • Fig. 1 1 shows in overview a graphic representation of sensors that gather data about the current operation of the ship
  • Fig. 12 shows in overview a graphic representation of physical components that are mentioned in the scenarios, that are shown in Figs. 9 and 10, of the control system that is referred to, and
  • Fig. 13 shows an overview of the elements that are included in a preferred embodiment, where calculation of new combinator curves is removed from the ship.
  • the present invention refers to an optimization solution for use on large vessels.
  • the object of the solution is to minimize the use of fuel for propulsion of the vessels by streamlining the interaction between the components that are included in the propulsion in such a vessel.
  • the optimization solution rests on principles from MPC which to a large extent is about a dynamic collection, processing and use of collected data/experience so as to achieve more knowledge about and experience with how a system reacts on different inputs. It means that a system can be optimized according to different criteria, when, at the same time, the probability of overloading said system is reduced, as, inherently, no limits are crossed in relation to what the system has experienced previously.
  • the continuous collection of data, processing of these data, and the use of the results of the processed data for optimizing of the fuel consumption of a vessel with a certain propulsion control system is used so that the consumption is as low as possible.
  • all data see for instance Fig. 5 or Fig. 1 1 ), which are included in the model of the ship that CE7 updates continuously, are statistically filtered (see Fig. 7 and the accompanying description) and are based on the current condition of the ship (draught, trim, etc.), and therefore can be related to previous experiences (data), it is achieved that, with a high probability, effective control parameters can be delivered , which ensures the lowest possible fuel
  • the optimization solution is primarily interesting for vessels that are equipped with a controlled pitch (CP) propeller - which is a propeller that has blades that can be tilted so that the amount of water that is displaced at each revolution is adjustable.
  • CP controlled pitch
  • Known propulsion control systems often use combinator curves for control of the propulsion of the ship.
  • a combinator curve is a table that will often look as shown in Fig. 8. They are based the links between data that indicate the parameters for adjustment of the main engine of the ship, the propeller pitch and the torque of the main shaft as a percentage of the maximal torque, that is used to control the propulsion of the ship (setting of the speed of the ship through the water). In Fig. 8 these data are shown as engine revolutions
  • Design condition is a collective term describing a certain trim (the relationship between draught fore and aft) and a certain draught and other parameters that are important for the propulsion of the ship, etc.
  • the present optimization solution is provided as an add on solution and is subsequently referred to as FKS 1 or just the system 1 .
  • the System can be used together with (or on top of) an existing protected PCS/RCS solution 5 and communicates with it via one or more approved interfaces 21 , which means that the optimization solution is not an alteration of the known solution but an extension thereof.
  • Fig. 2 is an overview of how the "system 1 " is connected to an originally existing protected PCS/RCS solution 5 on a ship.
  • the original protected installation 19 comprises all vital parts such as: PSC/RCS 5, Engine 3, Gearbox, Propeller 4 and so on, and they are all well protected behind a number of approved interfaces 21 .
  • PCS/RCS meaning Propulsion Control System or Remote Control System are two terms that cover almost the same:
  • PCS The components that enclose engine 3, propeller 4, etc. in protection against service stops and detrimental fault situations such as overload.
  • RCS The component that enables control of the propulsion from the bridge of the ship or the control room, instead of manually turning a handle on the engine, etc.
  • FKS 1 In case of errors in connection with reading or storing of data in 1/ PLC (see Fig. 12 and 13), FKS 1 is deactivated and control returns to the original PCS system with an error message.
  • FKS 1 is activated by means of a button on a panel with display and control means such as handles, and this control panel "UDI" 9 ( Fig. 2, 12 and 15), gives a message, if no errors arise, saying that it has taken over command, and the existing PCS/RCS solution 5 is deactivated. If an error arises, the activation is cancelled and command stays with the previous system control.
  • UDI 9 reads the current position of the thrust handle to the existing PCS/RCS 5 and looks up a corresponding set, RPM and pitch, in the dynamically maintained combinator curve 8 which is stored in UDI 14, from where the settings are transferred to PCSI 12 which again transfers them to PCS/RCS 5 so that activation takes place without change in the propulsion.
  • a change in the propulsion will only take place at the precise moment when the navigator activates the thrust handle.
  • the system chooses the optimum combination of pitch and RPM corresponding to the new setting for desired propulsion.
  • this combination is used independently of possible changed parameters, until a new activation of the thrust handle occurs. In this way constant small changes of RPM and pitch are avoided. This is done to minimize wear of control mechanisms.
  • the navigator will feel that changes only occur when the handle is activated, which corresponds to the way things normally work.
  • CE7 continuously works to collect and process data from the sensors and maintains the current combinator curve 8 in FKS 1 - UD1 14 via CEI 22, even if FKS 1 is not the active PCS- system.
  • the algorithm uses a data structure as shown in Fig. 3 in CEI 22 - PLC:
  • the Curve Updated-flag (CU) is set to 1 , if no errors occur
  • the U flag is set to 0
  • SPC always contains a valid table - which is, however, not necessarily the newest.
  • FKS 1 By designing FKS 1 as here described, it is ensured that fault of single components cannot stop the system. • If CE 7 stops, there is still a combinator curve 8 in CEI 22 - PLC. If the sensors 2 do not work, the database 13 still contains data that can be used in the calculations.
  • CEI 22 - PLC will still contain a combinator curve 8.
  • the FKS 1 continuously and with short pauses of around 10 seconds, collects data directly from equipment that can be sensors that are installed to that purpose, which supply data to "Sensor IO Modules" 6. Data can also be read from PLCs from other systems that might be available on the ship.
  • the actual collecting is performed on a standard PC 7 having a connection to the net that "Sensors IO Modules" 6 and PLCs, both own and from others, are connected to.
  • One PC can solely function as CE 7 and perform the calculations, but it is not necessary, and from a safety point of view it is not the best solution either to have only one PC.
  • FKS 1 a MODBUS TCP listener is used (alternatives can also be used) to intermittently collect the values from "Sensors IO Modules" 6 and other possible PLCs.
  • All the collected values are stored with a time stamp and other metadata about the ship's condition in the database 13.
  • Fig. 5 shows an example of what, as a rule, can be stored in the database 13.
  • a validation method is used, and in short it can be described in that a convex hull is generated from a known amount of correct
  • V in H is the same as V in H'.
  • the motor load curves are stored as data in the database 13 marked with a reference numeral, so that the relevant points for producing H are easy to access later on.
  • Values are retrieved from the database 13, and calculations are stored in a cache table together with the different metadata.
  • the Cache table will always contain the latest calculated set of results, so that it is only the raw data that are stored after the latest stored result that must be calculated as follows:
  • M is sorted in an XV-histogram Hraw
  • Each column in the histogram will be a collection of measurement points that is observed at the combination of RPM and pitch that corresponds to the actual column.
  • Each measurement point is primarily an x z-value.
  • X ⁇ s defined as the RPM axis
  • V as the pitch axis
  • Z as the power axis.
  • All other data and metadata are also available in all measurement points (se also Fig. 7).
  • the best torque value per bin 18, r best is identified as the one that is statistically significant and, at the same time, has the lowest cost C3 ⁇ 4, (in kg/hr). 6.
  • al l bi ns columns 18 in the histogram
  • the result is a histogram that has only one value per bin and that is the optimum r best . This histogram is called H opt -
  • FKS 1 must in principle always be active, as a large experience base is built in this way, because data are collected continuously and are filtered in configurable intervals, as it is described above.
  • Load curves are stored as data in the database 13, marked with a reference set, so that it is easy to find the relevant points for producing H.
  • Nominal prop curve is the designation for a graph of the maximal load that the engine can be subjected to at a certain RPM value. Load is largely given by RPM and propeller pitch, and this is exactly why a traditional combinator curve that is designed to a certain condition, cannot guarantee that load stays on the right side of the nominal prop curve. A changed trim or a changed draught can easily mean that a combination of RPM and pitch that is given by the combinator curve can be problematic.
  • an engine protection algorithm is used to ensure engine protection, and this algorithm is a fairly straight implementation of the above.
  • CE has calculated a new set of best values for the propulsion
  • the result is a new H op t-histogram (see above).
  • Each data point in the histogram also has a load value /.
  • the group of RPM, pitch and / values from H op t together form the set M which is defined above (in Filtering via dynamic hulls).
  • Reference data from the database is transformed to a convex hull H that reflects RPM, pitch and engine load. This hull resembles the classic load curve, and it is this hull that new values must lie within.
  • Data (i.e. H op t) for the current condition are retrieved from the database. If there is not any data for the current condition, data for the closest condition or the primary reference data (that are always present from sea trial or table data) are retrieved.
  • R T - o
  • ⁇ is the rotational speed in hertz.
  • r best corresponds to a P best which must be used in the following, where a tessellation/tiling of those x, y and P b est values that a e in H opl is performed, so that the result is a set S of surfaces that are used for said interpolation in the following way: (see for instance Fig. 8)
  • a plane T through (0, 0, P d ) with the normal vector (0, 0, 1 ) is defined, where P d is the power we are looking for (corresponding to the value that the navigator has set via the handle on UDI 9).
  • the surfaces in S that have a line in L, are candidates. It is the surface s, that has the lowest C t (consumption of fuel), that must be used.
  • Each surface s can be used for interpolation, because in s there is at least one point above and one point below /. If the lowest is chosen (in relation to consumption) above and below, and a line /' is drawn, the intersection between / and /' will be a finely interpolated value that can be returned to the propulsion control system FKS 1 as control parameters corresponding to P d , and this interpolated value is called P best .
  • the combinator curve 8 is then provided by making a suitable number of intersections between S and T, as it is described above.
  • the result is a set of P best with corresponding RPM and pitch values, and in other words, it is a combinator curve 8 that is adapted precisely to the current condition of this vessel.
  • FKS 1 always delivers a combinator curve 8 that fits the current condition, as the curve is based on continuously collected data.
  • H 0 pt is stored together with the associated metadata in the cache table. As all data (and metadata) are present in every single point H opt , it is possible to go back to the desired values.
  • torque/power is normally only mirrored in at static combinator curve 8 that is adapted to the design condition of the ship.
  • FKS 1 does not learn much about operating patterns that are not already known, with the result that FKS 1 does not find operating patterns that are better than those already known. To avoid this problem, FKS 1 also comprises a so called Fuzzy Tuning: o If the analysis of the stored H opt data set shows a small
  • CE7 can add a random value ⁇ that is located within a configurable interval, to the RPM and pitch values that are transferred to PCSI 12.
  • FKS 1 pushes slightly to the performance, so that new data, not previously seen, are collected.
  • FKS 1 ends up in a static situation that does not reveal new optimum H opt . It is important to note that Fuzzy Tuning can be turned on and off, and that ⁇ can be set to a very small percentage, if deviations are unwanted for one reason or another.
  • Figs. 9 and 10 form the background for a technically oriented (Fig. 9) and a user oriented (Fig. 1 0) examination of FKS 1 .
  • the examination will be performed in steps.
  • the PLC continuously reads current values from the
  • CE 7 reads at another also configurable period of time (here around once every 6 hours) the data that have been stored in the database 13 since last calculation.
  • the result of the calculations in 4. is a performance characteristic that corresponds to the current condition of the ship. This result is stored together with previous performance characteristics in the database.
  • CE 7 merges all performance characteristics that correspond to the current condition of the ship, and performs the same calculation as in 4. on the total data set. The result is stored in the database 13.
  • CE 7 compares the results from steps 4. and 6. If the result from 4 deviates substantially statistically from the result in step 6., the result from step 6. is marked as uncertain and is not used. Instead, the last result from the database 13 is used. In this way problems with sensors and other extraordinary situations that are temporary cannot affect the final outcome of the calculations. 7.
  • CE 7 writes via PLC the current combinator curve 8 to the PLC, so that is available for UDI.
  • GW reads the latest results of the calculations from step 6. with configurable intervals (typically once every day) and send them to the central servers of the FKS 1 on land.
  • Fig. 10 shows an examination of FKS 1 as seen from a user perspective. The examination will be performed step by step.
  • a navigator or other authorized personnel activates FKS 1 via UDI (Fig. 9 and Figs. 12 and 15) through a standardized fa/ce-over-procedure. It lets FKS 1 take over control of critical parameters such as engine RPM and propeller pitch.
  • the UDI-panel 9 can now look up in the current
  • the UDI panel 9 can now deliver the settings to
  • PCS/RCS 5 which is the system that actually change engine RPM and propeller pitch. Propulsion is now changed according to FKS 1 . a. In case of faults that are not temporary, FKS 1 hands over control to a Supervisory Control which is a standard part of PCS systems.
  • Fig. 1 1 shows graphic symbols for a part of the sensors that are used for retrieving raw data
  • Fig. 12 shows other graphic symbols for a part of the physical components which the propulsion control system 1 comprises.
  • PLC Programmable Logic Controller
  • PLC Programmable Logic Controller
  • the PLC also stores the current combinator curve and the data that are to be shown on the PCS panel.
  • PLSs are standardized components that are very robust. They can perform simple calculations, store small amounts of data and isolate more sensitive systems from high power and noise, etc. Furthermore, they can be combined so that outages do not cause problems.
  • the PLC for the propulsion control system 1 is connected to PCS/RCS 5 and to PC 7.
  • PC is a computer (marine approved PC or mPC) that can run CE 7, PLC read, PLC write, DB and possibly also Data Gateway (GW), if it is installed. This computer is connected to the PLC, and the internet connection, if there is one.
  • GW Data Gateway
  • UDI User Display Interface
  • UDIs The interface between the user and the technology. There is at least one, but typically two, UDIs:
  • the UDIs are connected to the PLC that is again connected to the PCS.
  • PCS Propulsion Control System
  • FKS 1 also comprises the following software components: ⁇ Database 13: Contains data that are collected from sensors, and results of calculations done by CE7.
  • ⁇ CE 7 Do calculations on the data that are in the database 13, and delivers results in the form of combinator curves 8 and intermediate results of different algorithms and summaries of older data. All results are stored in the database 13.
  • ⁇ PLC reader continuously collects sensor data from the PLC and stores them in the database 13.
  • GW Data Gateway
  • ⁇ PLC writer Collects combinator curves 8 in the database 13 and write them back to the PLC, so that they can be used by UDI 9.
  • the calculations of optimum combinator curves are moved from the PC on board the ship to the cloud in the form of servers that the system controls.
  • the calculation engine can be adapted continuously, and changes can have effect immediately, as all critical software is under the direct control of the provider. In principle, the calculation engine can still be installed on the PC and function, if there is no internet connection, but it will only function as backup and as a worse solution.
  • Fig. 13 shows the appearance of the revised architecture.
  • the reference numeral 23 depicts the existing PCS.
  • the torque sensor 24 and the further sensors 25 deliver measurement results to the PLC 26.
  • User interfaces are shown at the reference numeral 27, and the reference numeral 28 depicts a micro PC which in this embodiment is only used for selecting combinator curves, when there is no connection to the internet.
  • the reference numeral 30 depicts the internet, and there is a safety check/validation 31 between the internet 30 and the provider's servers 32 that in this embodiment contains the calculation engine (CE).
  • CE calculation engine
  • the safety check of this solution demands that both ship and servers have certificates that are cross validated independently of both parties in the communication.
  • the safety is further enhanced, as only the ship can start a communication session, and, hence, there is no possibility of contacting the ship from outside. So the ship can send and receive data, but the servers (and anybody else) can neither send anything to nor receive anything from the ship.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a method for propulsion control by means of an add on propulsion control system (1) (PCS) that is designed to cooperate with an already existing PCS/RCS solution (5) with the purpose of minimizing the fuel consumption during propulsion of larger ships. Furthermore, the invention relates to a use of said method.

Description

Method for propulsion control by means of a propulsion control system and use thereof
The invention relates to a method for propulsion control by means of an optimization solution in the form of an add on propulsion control system that is designed to cooperate with an already existing PCS/RCS solution that regulate the relationship between RPM, propeller pitch, and torque on the main shaft with the purpose of minimizing the fuel consumption during propulsion of larger ships.
Furthermore, the invention relates to a use of said method.
Several propulsion systems for use on ships for control of the propulsion of the vessels exist.
As a rule, the systems can be divided in the following way:
1 . Fixed propeller - wherein only RPM (the rotational speed of the engine and hence the rotational speed of the propeller) that can be regulated. This is generally the way that the propulsion of very large vessels is regulated. Engine and propeller are manufactured so that the fuel consumption is optimal at certain speeds through the water and in connection with a certain trim and a certain draught.
The common term for these values is the design condition of the vessel. If the vessel is not at this condition, it can entail too high a fuel consumption, and the propulsion becomes ineffective.
2. Fixed RPM - wherein the rotational speed of the engine is fixed, and only the propeller blades are turned (also called to change pitch or propeller pitch) to change the speed of the vessel through the water. This propulsion control system is generally used for vessels that are equipped with a so called shaft generator for power production, as changes in RPM will change the frequency of the power correspondingly, and this is only possible to a very limited degree, as the consumers of the produced power are dependent on a stable power frequency.
As mentioned above in relation to 1 ), it is also the case here that the propulsion control system when it comes to consumption is only optimal within rather small intervals for trim, draught, and speed, i.e. a limited set of conditions.
This type is often chosen instead of combinator mode.
3. Combinator mode - wherein both RPM and pitch (the angle of the propeller blades) can be changed. In this case, the propulsion of the vessel is regulated according to a so called combinator curve which gives matching values for RPM and pitch at different values of the propulsion power. The curve only comprises values that are within limits that are defined for an actual combination of engine and propeller.
Such curves are typically built into or are supplied with the propulsion control system that the vessel is supplied with.
If RPM, pitch and torque are controlled in combination according to such a table, it is called combinator mode. This method is often used on smaller ships and on some larger vessels which have separate diesel generators, or which have the necessary power electronics to regulate the frequency of the power that the generator produces, in cases where a shaft generator is used. Combinator mode is significantly more effective than both 1 . "Fixed propeller" and 2. "Fixed RPM", but is still dependent on that the ship operates at the design condition. If this is not the case, combinator mode will not deliver the optimum operating results, and in some cases it can lead to problems with the engine, as it may be overloaded.
At this type of operation, a single load curve is generally used. The load curve describes how hard the engine can work a certain rotational speed. It is important so as to avoid overheating, stalling, and other problems. The load curve fits, much like combinator curves, best at the design condition of the ship. If one goes outside it, it will again be advantageous to have a load curve that fits the actual condition. The actual problem that some ships have is that combinator operation brings the engine too close or past the load curve of the engine, when the actual condition is different from the design condition.
An example of the state of the art is described in the American patent document No. US 2010/0274420 A1 . Here a method and a system for controlling of the propulsion control system of a ship is described, wherein an optimum combination of the propeller pitch and the engine RPM is calculated continuously based on
measurements from sensors in real time of the operating conditions of the ship, so as to achieve a certain propulsion. The calculations can be performed based on dynamical mathematical models of the ship. It is an object of the present invention to devise a method for propulsion control by means of a propulsion control system, by which an improved calculation in relation to the state of the art is achieved.
Abbreviations and synonyms used in this document:
PCS/RCS: Propulsion Control System/Remote Control System: FKS: The PCS that is described in this document
Tilt: Heeling of the vessel.
Trim: The relationship between draught fore and after.
RPM: Engine revolutions per minute.
Pitch: Propeller pitch: The turn angle of the adjustable
propeller blades.
Speed: Speed through the water.
Propulsion: The means used for propelling the vessel.
PLC: Programmable Logic Controller
MPC: Model Predictive Control
PC: Personal Computer
Interface: User interface
UDI: User Display Interface.
CE: Calculation Engine:
CEI: Calculation Engine Interface
Thrust handle: Control means that is used for setting the desired propulsion power.
The propulsion control system (FKS) that is used in connection with the method according to the invention uses the principles from MPC (Model Predictive Control) to streamline the cooperation between the components that are involved in the propulsion of a ship, especially main engine and drive propeller. FKS comprises a number of sensors which provide data and measurement values as input for the calculations of the mathematical model of the vessel, and PLC equipment that translates analog sensor data to digital and vice versa, and FKS further comprises at least one standard PC that can run the software that is necessary for the system and which from the mathematical model of the propulsion components of the vessel by means of several algorithms, is capable of producing combinator curves, that at any given time are equivalent to the current condition of the ship (draught, trim, etc.), said combinator curves being transformed to tables that contain calculated
parameters that describe the necessary adjustments for engine and propeller for a desired torque so as to obtain a desired propulsion in the most cost effective way.
In this way, it is possible based on the principles in MPC to continuously/dynamically collect, calculate and use data of a system and in this way build a knowledge about how said system reacts to different inputs. Furthermore, it is achieved that the control tables, that are produced based on these previously collected and processed data, contain coherent control parameters that are optimized in relation to for instance fuel consumption and possibly other parameters.
In connection with the method it is advantageous that the software that belongs to the system comprises a data logger that with short intervals collects and maintains sensor data from the PLC
equipment and store these in a database, and a CE that with longer intervals processes, validates, filters, compares and interpolates data, that are inserted in the database since the last calculation and in this way builds and maintains a dynamical, mathematical model of the ship's performance in the form of performance statistics that are also stored in the database. In this way it is achieved that the collected data that are continuously stored in the database always show a complete snapshot of the condition of the system, and at the same time a dynamical, current model of the vessel that is based on useful, validated historical data is maintained.
Advantageously, the sensors provide data about: engine RPM, propeller pitch, fuel consumption, torque of main shaft, engine load, speed through the water, etc., and said data, after transformation from analog to digital values, are stored in the database of the system together with a time stamp and other metadata such as: draught, trim, wind direction in relation to direction of movement, wind force, etc., whereby the mathematical model is as
comprehensive as possible and in this way more useful for the continuous monitoring of the condition of the vessel.
Claim 1 relates to a method for controlling propeller pitch and engine RPM on larger vessels by means of an add on system in the form of at propulsion control system (FKS) that is put on top of the existing PCS/RCS system by means of equipment of the type described above. This method comprises the following steps: collecting data in a data base of metadata, such as draught, trim, apparent wind and direction of wind to establish the condition of the ship,
the use of interpolation and meshing to go from a desired torque to a specific set of RPM and pitch values in the following way, values are retrieved in the database and calculations are stored in a cache table with miscellaneous metadata, where said cache table at every moment contains the latest calculated set of results, hence, it is only the raw data that are stored after the latest stored result that are to be processed in the following way: the latest purified and validated data set is loaded from the cache table, new measurement data are loaded from the measurement units (measurements), the resulting set of results is sorted in a histogram, where each column in the histogram is a collection of measurement points that are observed at the combination of RPM and pitch that correspond to the current column, as all other data and metadata are also accessible in all measurement points, so that for instance the fuel consumption and motor load are also registered in all points, when all values are sorted in the histogram, each separate column is examined and the best torque value per column is identified as the one that is statistically significant and at the same time has the lowest cost, when all columns in the histogram are filtered, a histogram that has one value per column, which is the optimum, is achieved, to ensure that measurement values are valid, subsequently a filtering is performed by means of dynamical hulls, where a convex hull is generated from a known set of measurement values (or table values), and it is proved that the new value is inside the hull that defines the limits for instance for motor load, the resulting rbest, that corresponds to a certain combination of RPM and pitch in Hopt, must now be transformed to the corresponding power (P), where the relationship between P and τ is given as:
Ρ=τ-ω wherein ω is the rotational speed in hertz, and rbest corresponds to a Pbest, which is to be used subsequently, where a tesselation of the x, y and Pbest values in Hopt, are performed so that the result is a set S of planes that are used in said interpolation in the following way: a plane T is defined through (0, 0, Pd) with a normal vector (0, 0, 1 ), where Pd is the desired power, each surface s G S is tested for intersection with 7, and the surfaces that intersect will intersect in an number of lines / Θ L, wherein the surfaces S, that have a line in L, are candidates, and it is the surface s, that has the lowest Ct (consumption of fuel), that must be used, as each surface s can be used for interpolation, as there in s is at least one point over and one under /, an if the smallest (as seen in relation to consumption) over and under, and if a line /' is chose, the intersection between / and /'will be a finely interpolated value that can be returned to the propulsion control system as control parameters corresponding to Pd, said interpolated value is referred to as Pbest, where the intersection between the set of surfaces S and the plane T in Pbest corresponds to a point on the optimal
combinator curve that is provided by making a suitable number of intersections between S and T, as it is described above.
By means of this method, the result is a set of Pbest with
accompanying RPM and pitch values and hence a combinator curve that is precisely adapted to the present condition of this vessel. The method ensures that the operation always takes place within the recommended limits for loading of the engine with the lowest possible fuel consumption.
Claim 2 relates to a method, wherein a filtering by means of dynamical hulls are performed to ensure that the measurement values are valid, wherein a convex hull is generated from a known set of measurement values (or table values) and it is proved that the new value is within the hull that define the limits for for instance engine load, said method comprising the following steps: a convex hull Z?3■→ H is generated from a known set of
measurement values (or table values), the new value m to is added, so we have the set ', a new hull H' of ', is generated and it is examined, if the set of junctions V in H is the same as V in H', and if the two sets are equal m is in H, load curves are stored as data in the database, each time CE ha calculated a new set of best values for the propulsion, a new Hopt-histogram is provided, wherein each data point in the histogram also has a load value /, So that the collection of RPM, pitch and /-values from Hopt together forms the set ', wherein the engine protection is ensured in the following way:
1 . reference data from the database are transformed to a convex hull H that reflects RPM, pitch and engine load, said hull corresponds to the classical load curve, and it is this hull that new values must lie within,
2. data (i.e. Hopt) for the current condition are retrieved from the database and if there are no data for the current condition, data are retrieved for the closest condition or the primary reference data (that are always present from sea trial or table data),
3. it is examined in accordance with the algorithm above for each data point m in ', if m is inside or outside H, and if it is outside the point is removed from Hopt.
In this way it is ensured that the maximum allowed load (max load) is not exceeded during combinator operation. In the state of the art a change in trim or a change in draught can easily result in that a combination of RPM and pitch that is set by the combinator curve can be a problematic. With this method a load curve that fits the current condition, also when this condition differs from the design condition, is achieved.
Claim 3 relates to a further step of the method for improving operation by use of "fuzzy tuning", and at this step CE can add a random value δ that is within a configurable interval to the RPM and pitch values that are written to PCSI. In this way it is possible to change the power slightly so that data, not previously seen, will be collected, and if the new values are better than some of the existing they will be integrated into the collection of Hopt histograms.
According to claim 4 it is ensured that changes of the chosen combination of propeller pitch and engine RPM will only occur, when there is a change in the setting of the thrust handle. In this way constant small changes in settings at minor changes in the condition of the ship are avoided.
According to a preferred embodiment described in claim 5, the method is characterized in that the calculations are moved from the ship so that they are performed by servers that are under the control of the provider of the system when there is an internet connection.
In this way a number of advantages in relation to the solution, in which the calculations are performed on the ship, is achieved. There is no longer critical software on board the ships, and expensive travelling to the ships to solve software problems is avoided.
Furthermore, competitors cannot gain access to critical software on board the ships, and furthermore it is ensured that the calculation engine can be adapted continuously so that changes can take effect immediately, as al critical software is under the direct control of the provider. In principle, the calculation engine can still be installed on the PC and be used, if there is no internet connection, but this will function as a lower quality solution.
An example of a control loop according to this preferred embodiment is described in claim 6 and comprises the following steps:
A: data are collected continuously from sensors on the ship,
B: data are filtered and sent to the provider's servers,
C: combinator curves are calculated for all known conditions,
D: new combinator curves are sent to the ship, if the new ones are better fits,
E: combinator curves for a variety of conditions are stored in the PLC, F: the crew changes propulsion via interface,
G: the PLC changes pitch and RPM according to the combinator curve, and thereafter the loop is restarted.
Claim 7 relates to a use of the invention, wherein it is described in steps, how FKS is activated and what happens when the system is used for a simple operation such as changing of the used propulsion power via the control panel.
Claim 8 describes a preferred embodiment, in which the use is characterized in that the calculations are moved from the ship so that they are performed by servers that are under the control of the provider of the system when there is an internet connection.
The invention will be explained in further detail referring to the drawings, in which:
Fig. 1 schematically shows several add on/on top systems on top of an existing PCS system,
Fig. 2 shows an add on control system for use with the invention, Fig. 3 schematically shows the data structure in the interface that prevents errors when writing to the CE module,
Fig. 4 shows an example of a combinator table for use in a PCS system,
Fig. 5 shows an example of a table of data that are typically uploaded from the sensors,
Fig. 6 shows an example of a convex hull that is used when filtering recorded data,
Fig. 7 shows an XYZ histogram that is used for filtering of and quality control of data,
Fig. 8 shows an example of a tessellation of X (RPM), Y (pitch), Z (Power), that is used for determining points of the optimum combinator curve,
Fig. 9 shows an example of a technical use scenario,
Fig. 10 shows an example of a use scenario, as seen from the viewpoint of the user,
Fig. 1 1 shows in overview a graphic representation of sensors that gather data about the current operation of the ship,
Fig. 12 shows in overview a graphic representation of physical components that are mentioned in the scenarios, that are shown in Figs. 9 and 10, of the control system that is referred to, and
Fig. 13 shows an overview of the elements that are included in a preferred embodiment, where calculation of new combinator curves is removed from the ship.
The present invention refers to an optimization solution for use on large vessels. The object of the solution is to minimize the use of fuel for propulsion of the vessels by streamlining the interaction between the components that are included in the propulsion in such a vessel. The optimization solution rests on principles from MPC which to a large extent is about a dynamic collection, processing and use of collected data/experience so as to achieve more knowledge about and experience with how a system reacts on different inputs. It means that a system can be optimized according to different criteria, when, at the same time, the probability of overloading said system is reduced, as, inherently, no limits are crossed in relation to what the system has experienced previously. In connection with the described invention, the continuous collection of data, processing of these data, and the use of the results of the processed data for optimizing of the fuel consumption of a vessel with a certain propulsion control system is used so that the consumption is as low as possible. As all data (see for instance Fig. 5 or Fig. 1 1 ), which are included in the model of the ship that CE7 updates continuously, are statistically filtered (see Fig. 7 and the accompanying description) and are based on the current condition of the ship (draught, trim, etc.), and therefore can be related to previous experiences (data), it is achieved that, with a high probability, effective control parameters can be delivered , which ensures the lowest possible fuel
consumption, and which at the same time are extremely safe and precise control parameters for both propeller 3 and engine 4.
The optimization solution is primarily interesting for vessels that are equipped with a controlled pitch (CP) propeller - which is a propeller that has blades that can be tilted so that the amount of water that is displaced at each revolution is adjustable. Known propulsion control systems often use combinator curves for control of the propulsion of the ship. A combinator curve is a table that will often look as shown in Fig. 8. They are based the links between data that indicate the parameters for adjustment of the main engine of the ship, the propeller pitch and the torque of the main shaft as a percentage of the maximal torque, that is used to control the propulsion of the ship (setting of the speed of the ship through the water). In Fig. 8 these data are shown as engine revolutions
(RPM), propeller pitch, aprop, and torque of the main shaft
((td) as a percentage of max value). These tables are generally provided in connection with a certain static design condition and can be calculated on the basis of theoretical consideration, or they can be found by sea trials. Design condition is a collective term describing a certain trim (the relationship between draught fore and aft) and a certain draught and other parameters that are important for the propulsion of the ship, etc.
The optimization solution also works on ships without tiltable propellers, but the yield is considerably lower.
The present optimization solution is provided as an add on solution and is subsequently referred to as FKS 1 or just the system 1 . The System can be used together with (or on top of) an existing protected PCS/RCS solution 5 and communicates with it via one or more approved interfaces 21 , which means that the optimization solution is not an alteration of the known solution but an extension thereof.
Fig. 2 is an overview of how the "system 1 " is connected to an originally existing protected PCS/RCS solution 5 on a ship.
The original protected installation 19 comprises all vital parts such as: PSC/RCS 5, Engine 3, Gearbox, Propeller 4 and so on, and they are all well protected behind a number of approved interfaces 21 .
PCS/RCS, meaning Propulsion Control System or Remote Control System are two terms that cover almost the same:
1 . PCS: The components that enclose engine 3, propeller 4, etc. in protection against service stops and detrimental fault situations such as overload. 2. RCS: The component that enables control of the propulsion from the bridge of the ship or the control room, instead of manually turning a handle on the engine, etc.
It is common for PCS systems that they are very strongly protected by safety demands, etc. As a general rule, such systems cannot be altered, but well defined and approved interfaces 21 do exist and they enable the provision of additions and extensions such as the add on systems 20 that are shown in the box 20 in Fig. 1 . Moreover, such systems are also known as on top systems.
When it is the FKS 1 that is described here that takes over control, the current flow will be the one that can be seen in Fig. 2, and in the same way as in the underlying original solution (without the add on solution) it will be the "PCS interface Module" PCSI 12 that provides data to the PCS/RCS-system 5.
In case of errors in connection with reading or storing of data in 1/ PLC (see Fig. 12 and 13), FKS 1 is deactivated and control returns to the original PCS system with an error message.
FKS 1 is activated by means of a button on a panel with display and control means such as handles, and this control panel "UDI" 9 ( Fig. 2, 12 and 15), gives a message, if no errors arise, saying that it has taken over command, and the existing PCS/RCS solution 5 is deactivated. If an error arises, the activation is cancelled and command stays with the previous system control.
After successful takeover of control, UDI 9 reads the current position of the thrust handle to the existing PCS/RCS 5 and looks up a corresponding set, RPM and pitch, in the dynamically maintained combinator curve 8 which is stored in UDI 14, from where the settings are transferred to PCSI 12 which again transfers them to PCS/RCS 5 so that activation takes place without change in the propulsion. A change in the propulsion will only take place at the precise moment when the navigator activates the thrust handle. In this case, the system chooses the optimum combination of pitch and RPM corresponding to the new setting for desired propulsion. Hereafter, this combination is used independently of possible changed parameters, until a new activation of the thrust handle occurs. In this way constant small changes of RPM and pitch are avoided. This is done to minimize wear of control mechanisms. Furthermore, the navigator will feel that changes only occur when the handle is activated, which corresponds to the way things normally work.
When FKS 1 is on, CE7 continuously works to collect and process data from the sensors and maintains the current combinator curve 8 in FKS 1 - UD1 14 via CEI 22, even if FKS 1 is not the active PCS- system.
When FKS 1 is deactivated, the current thrust position, shown in UDI 9, is transferred to the thrust control of the underlying system, so that the deactivation can take place without changes in propulsion.
In order to be sure to avoid erroneous combinator curves 8, the algorithm described below (known as two phase commit) is used to ensure that a transaction is either performed correctly or not performed at all.
In this case and for this purpose, the algorithm uses a data structure as shown in Fig. 3 in CEI 22 - PLC:
The following steps are performed, when CE 7 is to update the combinator curve 8 in CEI 22 - PLC:
1 . Propeller Curve (PC) and Shadow Propeller Curve
(SPC) are initially the same and all flags are 0, if no errors occur.
2. If the updating flag (U) is 1 , a restart is performed 3. CE 7 sets U = 1
4. New data are copied to PC
5. The Curve Updated-flag (CU) is set to 1 , if no errors occur
6. The U flag is set to 0
7. Status (CES) for CE 7 is set to 0, if no errors occur, or a status code, if errors occur
As seen from CEI 22 - PLC, the following is perform ed : 1 . If U = 0, and CU = 0, PC is used
2. If U =0, CU=1 and CES=0, U is set to 1 , and PC is copied to SPC
a. U and CU are set to 0
3. In all other cases SPC is used.
The idea is that SPC always contains a valid table - which is, however, not necessarily the newest.
By designing FKS 1 as here described, it is ensured that fault of single components cannot stop the system. • If CE 7 stops, there is still a combinator curve 8 in CEI 22 - PLC. If the sensors 2 do not work, the database 13 still contains data that can be used in the calculations.
If the database 13 should break down, CEI 22 - PLC will still contain a combinator curve 8.
The FKS 1 according to the invention, continuously and with short pauses of around 10 seconds, collects data directly from equipment that can be sensors that are installed to that purpose, which supply data to "Sensor IO Modules" 6. Data can also be read from PLCs from other systems that might be available on the ship.
The actual collecting is performed on a standard PC 7 having a connection to the net that "Sensors IO Modules" 6 and PLCs, both own and from others, are connected to.
One PC can solely function as CE 7 and perform the calculations, but it is not necessary, and from a safety point of view it is not the best solution either to have only one PC.
In FKS 1 a MODBUS TCP listener is used (alternatives can also be used) to intermittently collect the values from "Sensors IO Modules" 6 and other possible PLCs.
All the collected values are stored with a time stamp and other metadata about the ship's condition in the database 13.
This database 13 is available from all the installations of the ship, so that all other services can collect data from the database 13. Fig. 5 shows an example of what, as a rule, can be stored in the database 13.
To ensure that the collected data are valid measurement values, a validation method is used, and in short it can be described in that a convex hull is generated from a known amount of correct
measurements (old formerly validated data). From there, it is quite simple to assess, as shown below, whether a new point is valid or not.
1. Generate a convex hull R3→ H of a known set of
measurement values (or table values) M. (See also reference numeral 16 in Fig. 6).
2. Add the new value m to M to get the set M'.
3. Generate a new hull H' of M and examine, if the set of nodes
V in H is the same as V in H'.
4. If the two sets are equal, m is in H- otherwise, it is not the case.
In the example of validation that is shown, values for engine load are used, as in this way it is relatively easy to check, whether a value is actually OK by means of load curves, etc., but it is possible to generate hulls that define the limits for other data too, if it is desired or necessary.
The motor load curves are stored as data in the database 13 marked with a reference numeral, so that the relevant points for producing H are easy to access later on.
Stored, purified and validated data are used to calculate an actual set of RPM and pitch values from a chosen propulsion power Pd, but at first they must be filtered as follows:
Values are retrieved from the database 13, and calculations are stored in a cache table together with the different metadata. The Cache table will always contain the latest calculated set of results, so that it is only the raw data that are stored after the latest stored result that must be calculated as follows:
1. Latest purified and validated data set is loaded from cache. It is the power response and the set is named P.
2. Latest measurement data are also loaded from the database 13, and that set is named M. 3. M is sorted in an XV-histogram Hraw Each column in the histogram will be a collection of measurement points that is observed at the combination of RPM and pitch that corresponds to the actual column. Each measurement point is primarily an x z-value. X \s defined as the RPM axis, V as the pitch axis and Z as the power axis. Hence it is an R2→ R function. All other data and metadata are also available in all measurement points (se also Fig. 7).
4. When all values are sorted in the histogram 17, each column is looked through separately.
5. The best torque value per bin 18, rbest, is identified as the one that is statistically significant and, at the same time, has the lowest cost C¾, (in kg/hr). 6. When al l bi ns (columns 18 in the histogram) are filtered, the result is a histogram that has only one value per bin and that is the optimum rbest. This histogram is called Hopt-
7. Calculated, filtered data are stored as mentioned above in the Cache table as the latest calculated result.
As mentioned earlier, FKS 1 must in principle always be active, as a large experience base is built in this way, because data are collected continuously and are filtered in configurable intervals, as it is described above.
The data filter that is described above is subsequently used for interpolating the current optimum operational parameters, as will be described in the following.
It is possible to ensure, that the measurement values are valid by means of filtering via dynamic hulls. If a convex hull is created from a known set of correct measurements, it is simple to do a
calculation that tells, whether a new point is good or bad:
Generate a convex hull R3■→ Hfrom a set of known measurement values (or table values).
Add it to the new value m to M, so as to get the set M'.
Generate a new hull H'of M and examine if the set of nodes V \n H is the same as V in H'. If the two sets are equal, m is in H - otherwise not. It is possible to make hulls that define the limits for different parameters, but it is most relevant for motor load. In this way it is easy to check, if a value is actually OK in relation to load curves, etc.
Load curves are stored as data in the database 13, marked with a reference set, so that it is easy to find the relevant points for producing H.
Under normal circumstances, a single load curve is used, which is very similar to the combinator curves that best fit the design condition of the ship. If one goes beyond that, it will again be advantageous, if there is a load curve that fits to the actual condition. The problem that some ships have is that combinator function brings the engine too close to or past the load curve of the engine, when the current condition differs from the design condition.
Nominal prop curve (NPC) is the designation for a graph of the maximal load that the engine can be subjected to at a certain RPM value. Load is largely given by RPM and propeller pitch, and this is exactly why a traditional combinator curve that is designed to a certain condition, cannot guarantee that load stays on the right side of the nominal prop curve. A changed trim or a changed draught can easily mean that a combination of RPM and pitch that is given by the combinator curve can be problematic.
Hence, an engine protection algorithm is used to ensure engine protection, and this algorithm is a fairly straight implementation of the above. Each time CE has calculated a new set of best values for the propulsion, the result is a new Hopt-histogram (see above). Each data point in the histogram also has a load value /. The group of RPM, pitch and / values from Hopt together form the set M which is defined above (in Filtering via dynamic hulls). When that is in place, the engine protection is ensured in the following way:
1 . Reference data from the database is transformed to a convex hull H that reflects RPM, pitch and engine load. This hull resembles the classic load curve, and it is this hull that new values must lie within.
2. Data (i.e. Hopt) for the current condition are retrieved from the database. If there is not any data for the current condition, data for the closest condition or the primary reference data (that are always present from sea trial or table data) are retrieved.
3. For each data point m in M' it is examined according to the algorithm above, if m is inside or outside of H. If it is outside, the point is removed from Hopt.
Data are now both filtered statistically and in relation to engine load. In this way everything is ready for tessellation and for generating the dynamic combinator curve.
The resulting rbest which corresponds to a certain combination of RPM and pitch in Hopt, must now be transformed to the
corresponding power P. The relationship between P and τ is given by:
R= T - o where ω is the rotational speed in hertz. So rbest corresponds to a Pbest which must be used in the following, where a tessellation/tiling of those x, y and Pbest values that a e in Hopl is performed, so that the result is a set S of surfaces that are used for said interpolation in the following way: (see for instance Fig. 8)
1 . A plane T through (0, 0, Pd) with the normal vector (0, 0, 1 ) is defined, where Pd is the power we are looking for (corresponding to the value that the navigator has set via the handle on UDI 9).
2. Each surface s G S is tested for intersection with 7. The
surfaces that intersect will intersect in a number of lines / Θ L.
3. The surfaces in S, that have a line in L, are candidates. It is the surface s, that has the lowest Ct (consumption of fuel), that must be used.
4. Each surface s can be used for interpolation, because in s there is at least one point above and one point below /. If the lowest is chosen (in relation to consumption) above and below, and a line /' is drawn, the intersection between / and /' will be a finely interpolated value that can be returned to the propulsion control system FKS 1 as control parameters corresponding to Pd, and this interpolated value is called Pbest.
It is the intersection between the set of surfaces S and the plane T in Pbest that corresponds to a point on the optimum combinator curve 8.
The combinator curve 8 is then provided by making a suitable number of intersections between S and T, as it is described above. The result is a set of Pbest with corresponding RPM and pitch values, and in other words, it is a combinator curve 8 that is adapted precisely to the current condition of this vessel.
In this way, FKS 1 always delivers a combinator curve 8 that fits the current condition, as the curve is based on continuously collected data.
H0pt is stored together with the associated metadata in the cache table. As all data (and metadata) are present in every single point Hopt, it is possible to go back to the desired values.
It is new to optimize the parameter settings to a combinator curve 8 in this way, as the relationship between RPM, pitch and
torque/power, is normally only mirrored in at static combinator curve 8 that is adapted to the design condition of the ship.
It is a further advantage of the continuous collection and processing of measurement data that by comparing Hoptwith previous Hopt versions with comparable metadata it is possible to look for performance changes, and simultaneously comparisons can also reveal statistical deviations between different versions of Hopt - and can in this way be used to reveal temporary problems with sensors, or other short deviations.
At the same time, it is important to notice that possible deviations over time become a part of the calculated combinator curves. It is to a high degree the idea, as that is exactly the key point of the dynamical aspect in MPC.
If the comparison between the versions of Hopt that is stored in the cache table shows that the statistical distance between them is very small, FKS 1 does not learn much about operating patterns that are not already known, with the result that FKS 1 does not find operating patterns that are better than those already known. To avoid this problem, FKS 1 also comprises a so called Fuzzy Tuning: o If the analysis of the stored Hopt data set shows a small
statistical distance, CE7 can add a random value δ that is located within a configurable interval, to the RPM and pitch values that are transferred to PCSI 12.
o In this way, FKS 1 pushes slightly to the performance, so that new data, not previously seen, are collected.
o If the calculating algorithms find that the new values are better than some of the existing, they will be integrated in the collection of Hopt histograms.
In this way it is avoided that FKS 1 ends up in a static situation that does not reveal new optimum Hopt. It is important to note that Fuzzy Tuning can be turned on and off, and that δ can be set to a very small percentage, if deviations are unwanted for one reason or another.
Figs. 9 and 10 form the background for a technically oriented (Fig. 9) and a user oriented (Fig. 1 0) examination of FKS 1 . The examination will be performed in steps.
1 . The PLC continuously reads current values from the
connected sensors 2 and transforms them to data that can be read by a computer. It is performed within very short intervals so that data practically always show a snapshot. Data are collected by PLC read at configurable intervals, typically every 10th second. The PLC read service reads data from the PLC and writes them to the data base 13.
Hence a snapshot is stored every time tres seconds have passed (typically every 10 seconds).
CE 7 reads at another also configurable period of time (here around once every 6 hours) the data that have been stored in the database 13 since last calculation.
Data from 3. are used for calculation in the way that it is indicated in the description of the algorithms of the FKS system 1 elsewhere.
The result of the calculations in 4. is a performance characteristic that corresponds to the current condition of the ship. This result is stored together with previous performance characteristics in the database.
CE 7 merges all performance characteristics that correspond to the current condition of the ship, and performs the same calculation as in 4. on the total data set. The result is stored in the database 13.
a. Now, CE 7 compares the results from steps 4. and 6. If the result from 4 deviates substantially statistically from the result in step 6., the result from step 6. is marked as uncertain and is not used. Instead, the last result from the database 13 is used. In this way problems with sensors and other extraordinary situations that are temporary cannot affect the final outcome of the calculations. 7. CE 7 writes via PLC the current combinator curve 8 to the PLC, so that is available for UDI.
a. If Fuzzy Tuning is on, and CE 7 deems it necessary, small random change of the values in the combinator curve 8 is added, before they are written to the PLC.
If an internet connection is available, GW reads the latest results of the calculations from step 6. with configurable intervals (typically once every day) and send them to the central servers of the FKS 1 on land.
In the same way, Fig. 10 shows an examination of FKS 1 as seen from a user perspective. The examination will be performed step by step.
1 . A navigator or other authorized personnel (AP) activates FKS 1 via UDI (Fig. 9 and Figs. 12 and 15) through a standardized fa/ce-over-procedure. It lets FKS 1 take over control of critical parameters such as engine RPM and propeller pitch.
This type of procedure is standardized and not as such a part of the FKS 1 . a. If there are no active alarms or fault situations, FKS 1 will be active, and AP will be able to change the propulsion via FKS 1 . b. If there are alarms or fault situations, takeover will not happen, and the propulsion will still be controlled by the system that had control before the takeover attempt. 2. After successful takeover AP can use the panel to choose the desired power or Pd as a percentage of the maximum value.
3. The UDI-panel 9 can now look up in the current
combinator table 8 that CE 7 has delivered to PCSI.
12. The result is the actual settings for RPM and
propeller pitch that are necessary to achieve Pd.
4. The UDI panel 9 can now deliver the settings to
PCS/RCS 5 which is the system that actually change engine RPM and propeller pitch. Propulsion is now changed according to FKS 1 . a. In case of faults that are not temporary, FKS 1 hands over control to a Supervisory Control which is a standard part of PCS systems.
Fig. 1 1 shows graphic symbols for a part of the sensors that are used for retrieving raw data, and Fig. 12 shows other graphic symbols for a part of the physical components which the propulsion control system 1 comprises.
Several of the used illustrations in Fig. 10 can be seen in Fig. 12 and will be explained here:
13. PLC: Programmable Logic Controller A Programmable Logic Controller (PLC) which collects data in analog or digital form and present it in a form that is available for computer programs (typically, but not necessarily MODBUS TCP). The PLC also stores the current combinator curve and the data that are to be shown on the PCS panel. Generally, PLSs are standardized components that are very robust. They can perform simple calculations, store small amounts of data and isolate more sensitive systems from high power and noise, etc. Furthermore, they can be combined so that outages do not cause problems. The PLC for the propulsion control system 1 is connected to PCS/RCS 5 and to PC 7.
14. PC: Personal Computer
PC is a computer (marine approved PC or mPC) that can run CE 7, PLC read, PLC write, DB and possibly also Data Gateway (GW), if it is installed. This computer is connected to the PLC, and the internet connection, if there is one.
15. UDI: User Display Interface
The interface between the user and the technology. There is at least one, but typically two, UDIs:
Generally one on the bridge and one in the control room. The UDIs are connected to the PLC that is again connected to the PCS.
16. PCS: Propulsion Control System.
30 The basic propulsion control system + possible on top systems including FKS.
FKS 1 also comprises the following software components: ■ Database 13: Contains data that are collected from sensors, and results of calculations done by CE7.
■ CE 7: Do calculations on the data that are in the database 13, and delivers results in the form of combinator curves 8 and intermediate results of different algorithms and summaries of older data. All results are stored in the database 13.
■ PLC reader continuously collects sensor data from the PLC and stores them in the database 13.
■ Data Gateway (GW): Sends summaries with configurable intervals of data home to servers at the provider of the product for further analysis and resale.
■ PLC writer: Collects combinator curves 8 in the database 13 and write them back to the PLC, so that they can be used by UDI 9. According to the invention, it is also possible to optimize other parameters than fuel consumption. For instance, it may be desired to reduce the discharge of nitrous oxides (NOx). As a rule, this will entail a higher fuel consumption, as the discharge of NOx is not necessarily the lowest possible at the lowest possible fuel consumption, but it is possible to reduce the NOx discharge to a desired level by using the techniques described herein. In an advantageous embodiment the calculations of optimum combinator curves are moved from the PC on board the ship to the cloud in the form of servers that the system controls. In this way it is ensured, as it is mentioned above, that there is no critical software on board the ships. In this way it is also ensured that expensive journeys to the ships to solve software problems are avoided, and that competitors cannot get to critical software on board the ships. It is a further advantage that the calculation engine can be adapted continuously, and changes can have effect immediately, as all critical software is under the direct control of the provider. In principle, the calculation engine can still be installed on the PC and function, if there is no internet connection, but it will only function as backup and as a worse solution.
Fig. 13 shows the appearance of the revised architecture. The reference numeral 23 depicts the existing PCS. The torque sensor 24 and the further sensors 25 deliver measurement results to the PLC 26. User interfaces are shown at the reference numeral 27, and the reference numeral 28 depicts a micro PC which in this embodiment is only used for selecting combinator curves, when there is no connection to the internet. The reference numeral 30 depicts the internet, and there is a safety check/validation 31 between the internet 30 and the provider's servers 32 that in this embodiment contains the calculation engine (CE).
The safety check of this solution demands that both ship and servers have certificates that are cross validated independently of both parties in the communication. In the preferred embodiment, the safety is further enhanced, as only the ship can start a communication session, and, hence, there is no possibility of contacting the ship from outside. So the ship can send and receive data, but the servers (and anybody else) can neither send anything to nor receive anything from the ship.
The loop that the process constitutes is described here:
A: data are collected continuously from sensors on the ship,
B: data are filtered and sent to the provider's servers,
C: combinator curves are calculated for all known conditions,
D: new combinator curves are sent to the ship, if the new ones are better fits,
E: combinator curves for a variety of conditions are stored in the PLC,
F: the crew changes propulsion via interface,
G: the PLC changes pitch and RPM according to the combinator curve,
A: data are collected continuously... etc.

Claims

C L A I M S
1 . Method for controlling of propeller pitch and engine RPM on larger ships by means of an add on propulsion control system (1 ) (hereinafter referred to as FKS) that is designed to cooperate with an already existing PCS/RCS solution (5) (Power Control
System/Remote Control System) and regulate the relationship between RPM, propeller pitch and torque of the main axle according to a so called combinator curve (8) with the purpose of minimizing the fuel consumption during propulsion of larger vessels, said FKS (1 ) using the principles from MPC (Model Predictive Control) to streamline the cooperation between the components that are involved in the propulsion of a ship, especially main engine and drive propeller, said FKS (1 ) comprising a number of sensors (2) which provide data and measurement values as input for the calculations of the mathematical model of the vessel, and PLC equipment that translates analog sensor data to digital and vice versa, and FKS (1 ) further comprising a number of and at least one standard PC (7) that can run the software that is necessary for the system and which from the mathematical model of the propulsion components of the vessel by means of several algorithms, is capable of producing combinator curves (8), that at any given time are equivalent to the current condition of the ship (draught, trim, etc.), said combinator curves comprise tables that contain calculated parameters that describe the necessary adjustments for engine (3) and propeller (4) for a desired torque so as to obtain a desired propulsion in the most cost effective way, said method comprising the following steps: collecting data in a database of metadata, such as draught, trim, apparent wind, and direction of wind to establish the condition of the ship, said method being characterized in the use of interpolation and meshing to go from a desired torque to a specific set of RPM and pitch values in the following way, the values are retrieved in the database and calculations are stored in a cache table with miscellaneous metadata, where said cache table at every moment contains the latest calculated set of results, hence, it is only the raw data that are stored after the latest stored result that are to be processed in the following way: the latest purified and validated data set is loaded from the cache table, and new measurement data are loaded from the
measurement units (measurements), the resulting set of results is sorted in a histogram, where each column in the histogram is a collection of measurement points that are observed at the combination of RPM and pitch that corresponds to the current column, as all other data and metadata are also accessible in all measurement points, so that for instance the fuel consumption and motor load are also registered in all points, when all values are sorted in the histogram, each separate column is examined and the best torque value per column is identified as the one that is statistically significant and at the same time has the lowest cost, when all columns in the histogram are filtered, a histogram that has one value per column, which is the optimum, is achieved, to ensure that measurement values are valid, subsequently, a filtering is performed by means of dynamical hulls, where a convex hull is generated from a known set of measurement values (or table values), and it is proved that the new value is inside the hull that defines the limits for instance for motor load, the resulting rbest, that corresponds to a certain combination of RPM and pitch in Hopt, must now be transformed to the corresponding power (P), where the relationship between P and τ is given as:
R=T where ω is the rotational speed in hertz, and rbest corresponds to a Pbest, which is to be used subsequently, where a tesselation of the x, y and Pbest values in Hopt, are performed so that the result is a set S of planes that are used in said interpolation in the following way: a plane T is defined through (0, 0, Pd) with a normal vector (0, 0, 1 ), where Pd is the desired power, each surface s G S is tested for intersection with 7, and the surfaces that intersect will intersect in an number of lines / Θ L, where the surfaces S, that have a line in L, are candidates, and it is the surface s, that has the lowest Ct (consumption of fuel), that must be used, as each surface s can be used for interpolation, as there in s is at least one point over and one under /, an if the smallest (as seen in relation to consumption) over and under, and if a line /' is chosen, the intersection between / and /' will be a finely interpolated value that can be returned to the propulsion control system (1 ) as control parameters corresponding to Pd, said interpolated value is referred to as Pbest, where the intersection between the set of surfaces S and the plane T in Pbest corresponds to a point on the optimal combinator curve (8) that is provided by making a suitable number of intersections between S and T, as it is described above, whereby the result is a set of Pbest with accompanying RPM and pitch values and hence a combinator curve (8) that is precisely adapted to the present condition of this vessel .
2. Method according to claim 1 , wherein filtering is performed by means of dynamical hulls to ensure that measurement values are valid, wherein a convex hull is generated from a known set of measurement values (or table values) and it is proved that the new value is within the hull that defines the limits for for instance engine load, characterized in comprising the following steps:
A convex hull R3■→ H is generated from a known set of
measurement values (or table values),
The new value m to M is added, so we have the set M a new hull H'of M is generated and it is examined, if the set of junctions V in H is the same as V in H and if the two sets are equal m is in H, load curves are stored as data in the database (13), each time CE has calculated a new set of best values for the propulsion, a new Hopt-histogram is provided, wherein each data point in the histogram also has a load value /, so that the collection of RPM, pitch and /-values from Hopt together forms the set M wherein the engine protection is ensured in the following way:
1 . reference data from the database are transformed to a convex hull H that reflects RPM, pitch and engine load, said hull
corresponds to the classical load curve, and it is this hull that new values must lie within,
2. data (i.e. Hopt) for the current condition are retrieved from the database and if there are no data for the current condition, data are retrieved for the closest condition or the primary reference data (that are always present from sea trial or table data),
3. it is examined in accordance with the algorithm above for each data point m in M if m is inside or outside H, and if it is outside the point is removed from Hopt.
3. Method according to claim 1 or 2, characterized in further comprising a step for "fuzzy tuning", and in this step CE (7) can add a random value δ that is within a configurable interval to the RPM and pitch values that are written to PCSI (12), if the analysis of the stored Hopt data set shows a small statistical distance.
4. Method according to any of claims 1 to 3, characterized in that the chosen combination of propeller pitch and engine RPM is used until a change in the setting of the thrust handle occurs.
5. Method according to any of claims 1 to 4, characterized in that the calculations are moved from the ship so that they are performed by servers (32) that are under the control of the provider of the system, when there is an internet connection.
6. Method according to claim 5, characterized in that it comprises the following steps in a control loop:
A: data are collected continuously from sensors on the ship, B: data are filtered and sent to the provider's servers,
C: combinator curves are calculated for all known conditions,
D: new combinator curves are sent to the ship, if the new ones are better fits,
E: combinator curves for a variety of conditions are stored in the PLC,
F: the crew changes propulsion via interface,
G: the PLC changes pitch and RPM according to the
combinator curve, and thereafter the loop is restarted.
7. Use of the method according to claim 1 , wherein FKS (1 ) is used to take over control of a underlying protected PCS/RSC (5) system and update the propulsion settings therein with new, optimized settings from a dynamical combinator curve
(8) that is calculated on the basis of the current condition of the ship by FKS (1 ),
characterized in comprising the following steps: a: the control panel (9) is activated through a standardized
takeover-procedure that lets the control panel (9) take over the control of critical parameters such as engine RPM and propeller pitch, b: The control panel (9) will be active, and the user will be able to change the propulsion by choosing a desired power measured as a percentage of the maximum possible in the same panel
(9), in case of alarms or other fault situations during this takeover, the handover will not take place, and the propulsion will still be controlled by the system that had control before the takeover attempt, during change of propulsion via the control panel (9), it will look up in the current, updated, dynamical combinator curve table (8) that is delivered to UDI (14) by CE (7) and returns with the settings for RPM and pitch that are necessary to achieve the desired propulsion, e: Now, the control panel (9) can transfer the actual settings to
PCS/RCS (5) via UDI (12) which is the system that actually changes engine RPM and propeller pitch, and the propulsion will now be changed according to FKS (1 ), and f: wherein said control panel, in case of faults that are not
temporary, transfers control to a "Supervisory Control", which is a standard part of the underlying protecting PCS/RCS-system (5).
8. Use according to claim 7, characterized in that the calculations are moved from the ship so that they are performed by servers (32) that are under the control of the supplier of the system, when there is an internet connection.
PCT/DK2018/050269 2017-11-02 2018-10-25 Method for propulsion control by means of a propulsion control system and use thereof WO2019086086A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18872496.7A EP3704017A4 (en) 2017-11-02 2018-10-25 Method for propulsion control by means of a propulsion control system and use thereof

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA201770818 2017-11-02
DKPA201770818A DK179755B1 (en) 2017-11-02 2017-11-02 Procedure for progress control using a progress control system and its use

Publications (1)

Publication Number Publication Date
WO2019086086A1 true WO2019086086A1 (en) 2019-05-09

Family

ID=66332470

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DK2018/050269 WO2019086086A1 (en) 2017-11-02 2018-10-25 Method for propulsion control by means of a propulsion control system and use thereof

Country Status (3)

Country Link
EP (1) EP3704017A4 (en)
DK (1) DK179755B1 (en)
WO (1) WO2019086086A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021001419A1 (en) * 2019-07-03 2021-01-07 Lean Marine Sweden Ab Method and system for controlling propulsive power output of ship
US20220194533A1 (en) * 2019-02-07 2022-06-23 Shell Oil Company Method and system for reducing vessel fuel consumption
US20220214171A1 (en) * 2019-04-05 2022-07-07 FLIR Belgium BVBA Passage planning and navigation systems and methods

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1982003831A1 (en) * 1981-05-07 1982-11-11 Lars Christer Herman Nilsson A method of controlling the propulsion machinery in a ship having a variable-pitch propeller
US20100274420A1 (en) * 2009-04-24 2010-10-28 General Electric Company Method and system for controlling propulsion systems
JP2013237392A (en) * 2012-05-16 2013-11-28 National Maritime Research Institute Variable pitch propeller control device, ship mounting the same, and variable pitch propeller control method
EP2669172A1 (en) * 2012-06-01 2013-12-04 ABB Technology AG Method and system for predicting the performance of a ship
WO2016169991A1 (en) * 2015-04-20 2016-10-27 Lean Marine Sweden Ab Method for controlling the fuel comsumption of a ship
WO2017084773A1 (en) * 2015-11-17 2017-05-26 Man Diesel & Turbo Se Method for operating a ship propulsion system and ship propulsion system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1982003831A1 (en) * 1981-05-07 1982-11-11 Lars Christer Herman Nilsson A method of controlling the propulsion machinery in a ship having a variable-pitch propeller
US20100274420A1 (en) * 2009-04-24 2010-10-28 General Electric Company Method and system for controlling propulsion systems
JP2013237392A (en) * 2012-05-16 2013-11-28 National Maritime Research Institute Variable pitch propeller control device, ship mounting the same, and variable pitch propeller control method
EP2669172A1 (en) * 2012-06-01 2013-12-04 ABB Technology AG Method and system for predicting the performance of a ship
WO2016169991A1 (en) * 2015-04-20 2016-10-27 Lean Marine Sweden Ab Method for controlling the fuel comsumption of a ship
WO2017084773A1 (en) * 2015-11-17 2017-05-26 Man Diesel & Turbo Se Method for operating a ship propulsion system and ship propulsion system

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220194533A1 (en) * 2019-02-07 2022-06-23 Shell Oil Company Method and system for reducing vessel fuel consumption
US20220214171A1 (en) * 2019-04-05 2022-07-07 FLIR Belgium BVBA Passage planning and navigation systems and methods
US12013243B2 (en) * 2019-04-05 2024-06-18 FLIR Belgium BVBA Passage planning and navigation systems and methods
WO2021001419A1 (en) * 2019-07-03 2021-01-07 Lean Marine Sweden Ab Method and system for controlling propulsive power output of ship
CN114502829A (en) * 2019-07-03 2022-05-13 雅苒海洋技术有限公司 Method and system for controlling propulsion power output of a marine vessel
US11584493B2 (en) 2019-07-03 2023-02-21 Yara Marine Technologies As Method and system for controlling propulsive power output of ship
US11603178B2 (en) 2019-07-03 2023-03-14 Yara Marine Technologies As Method and system for controlling propulsive power output of ship

Also Published As

Publication number Publication date
DK179755B1 (en) 2019-05-08
DK201770818A1 (en) 2019-05-07
EP3704017A1 (en) 2020-09-09
EP3704017A4 (en) 2022-02-16

Similar Documents

Publication Publication Date Title
WO2019086086A1 (en) Method for propulsion control by means of a propulsion control system and use thereof
Izadi-Zamanabadi et al. A ship propulsion system as a benchmark for fault-tolerant control
Dolenc et al. Slicing procedures for layered manufacturing techniques
RU2415773C2 (en) Method and system to optimise ship power supply operation
US20060064211A1 (en) Method for testing of a combined dynamic positioning and power management system
Donnarumma et al. Design and validation of dynamic positioning for marine systems: A case study
US10654551B1 (en) Method of overshoot for faster planing of marine vessel
US20150199471A1 (en) Energy system optimization
US20220412309A1 (en) Floating wind turbine blade pitch adjustment for wave activity
Sutton et al. A design study of a self-organizing fuzzy autopilot for ship control
Wen et al. Twin rotor system modeling, de-coupling and optimal control
Spiewak et al. A predictive monitoring and diagnosis system for manufacturing
Ziarko et al. Control algorithm acquisition, analysis and reduction: A machine learning approach
JPH0496107A (en) Tool axis direction calculating method
Fowler Microcomputer-based simulation of marine propulsion systems
EP4339091A1 (en) Steering system for ship and control parameter setting method
Golub Unified process planning and coordinated motion optimization for multi-axis machines in high-speed milling
López et al. Course-Keeping and Course-Changing H∞ Controller for a Ferry
Engineer et al. REDUNDANCY CONCEPTS IN FULL AUTHORITY ELECTRONIC ENGINE CONTROL
KR20240150904A (en) Apparatus for controlling fuel consumption of ship
Nylund Construction of a hardware-in-the-loop simulator for Azipod control system testing
Kitarovic et al. The electronic and informatics age-a new stage in developing highly effective ships
Savoy Ensco 7500 power management system design, functionality and testing
CN114895685A (en) Semi-adaptive control ship autopilot device and method
CN117869202A (en) Method for controlling forward and backward and transverse active resistance adding of offshore wind turbine tower

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18872496

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2018872496

Country of ref document: EP

Effective date: 20200602